Railway block-signal system.



PATBNTED JULY 9, 1907.

W. M. CHAPMAN. RAILWAY BLOCK SIGNAL SYSTEM.

APPLICATION FILED FEB. 4, 1903.

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No. 859,872. PATENTEDJULY 9, 1907.

. W. M. CHAPMAN.

RAILWAY BLOCK SIGNAL SYSTEM.

APPLICATION FILED FEB. 4, 1903.

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No. 859,872.' PATLNTLD JULY 9, 19o-7. W. M. CHAPMAN.

RAILWAY BLOCK-SIGNAL SYSTEM.

APPLICATION FILED rms. 4, 1903.

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APPLIOATION FILED PEB. 4, 1903.

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UNITED STATES PATENT oEEroE. i

WINTHROP M. CHAPMAN. OF NEWTON, MASSACHUSETTS, ASSIGNOR TOELECTRIC-RAILWAY SIGNAL COMPANY, OF KITTERY, MAINE, A CORPORATION OFMAINE.

RAILWAY BLOCK-SIGNAL SYSTEM. i

Specification of Letters Patent.

Patented July 9, 1907.

Application filed February 4,1903. Serial No. 141,821.

To all whom it may concern:

Be it known that I, WrN'rnRoP M. CHAPMAN, a citizen ofthe United States,residing at Newton, in the county of Middlesex and State ofMassachusetts, have invented 5 certain new and useful Improvements inRailway Block-Signal Systems, and I do hereby declare the following tobe a full, clear, and exact description of the invention, such as willenable others skilled in the art to which it appertains to make and usethe same. l The present invention relates to railway block signalsystems and more particularly to electric-railway block signal systemssuitable for use in connection with electric street railways.

The obj ects of the invention are to simplify and iml prove theconstruction, arrangement and mode o operation of the various parts andconnections of railway block signal systems with a view to providing asystem in whichthe signals will be properly actuated to. indicate thepresence or absence of cars upon the track sections or blocks o therailway, in which the danger of the signals being improperly actuated isreduced to a minimum and in which the various conditions met with inactual practice are provided for.

'With these objects in view the invention consists in certainconstructions and arrangements of connections by which the signals areactuated and also in certain devices, combinations, and arrangements ofparts tend- I.ing to improve and simplify the construction and mode ofoperation of the signal apparatus. The invention is intended primarilyas an improvement upon the signal systems and signal apparatus disclosedin my prior patent No. 711,037, dated Oct. 14,'

1902, and in my pending application Ser. No. 106,944, filed May l2,1902, and like the signal systems and apparatus disclosed in said patentand pending application is designed for use on single track electricstreet i railways. It is to be understood, however, that certainfeatures of my invention are not limited to signaling systems oi thesame general character as those disclosed 40 in my prior patent andpending application nor are certain features of my invention limited touse in connection with single track electric street railways.

The various features of my present invention will be understood from thefollowing description taken in connection with the drawings accompanyingthis application in which` Figure l is a view illustratingdiagrammatically the circuit connections for one block of an electricblock signal system embodying the same, and also illustrating somewhatdiagrammatically the construction and arrangement of the various partsof my improved signal apparatus; Fig. 2 is a view illustrating theconstruction of the signal apparatus indicated in Fig. l, the variousparts being shown in the position which they assume when the signal isin its normal position at danger. Fig. 3 is a view similar to Fig. 2illustrating the positions which the various parts oi the signalapparatus assume after the signal has been set at safety; Fig. 4 is adetail view of a portion of the apparatus illustrated in Fig. 2 lookingfrom the left of the figure; Fig. 5 is a detail View 60 partly insection illustrating the construction by which the signal target ismounted upon its actuating rod; Fig. 6 is a detail sectional plan viewtaken on the line GOO-600 Fig. 5; and Fig. 7 is a diagrammatic viewillustrating the circuit connections and apparatus at one end 6 5 of atrack section or block of a signal system embodying a modified form ofmy invention.

The signal system illustrated in the drawings coniprises a signalapparatus at each end of a track section or block, the signal apparatusand their circuit con- 7 0 nections being duplicates of each other. Eachsignal apparatus comprises a signal which is normally set at danger, onesignal when in normal position. protecting the block for cars going inone direction and the other signal when in normal position protectingthe block for cars going in the opposite direction. When a carapproaches the block from either direction, both signals being in theirnormal position at danger, the signal at the entering end of the blockis set at safety. Neither signal can be set at safety when a car ap- 8()proaches the block from either direction unless the other signal is inits normal position at danger, so that the setting of the signal at theentering end of the block at safety serves as an indication that theblock is properly protected by the danger signal at the distant end ofthe block. Also the setting of the signal at the entering end of theblock by the entrance of a oar onto the block prevents the signal at thedistant end of the block being set at safety when a car approaches theblock in the opposite direction. The signal at the entering end of theblock is restored to normal position when the last Acar on the blockleaves the block. A single magnet is utilized both in setting and inrestoring the signal, the circuit connections being so arranged that themagnet of the signal at the entering end of the block 'is energized toset the signal at safety when a car enters the block and is againenergized to restore the signal to its normal position at danger whenthe last car leaves the block. The system is designed to allow a numberof cars to be on the block at the same time and to this end a controllerof the same general character as those disclosed in my prior patent andpending application is provided which is actuated when cars enter andleave the block and which prevents the restoration of the signal at theentering end of the block to its normal position at danger until thelast car leaves the block.

From the general description given above it will be vtrated in Figs. 2,3, 4, 5 and 6.

seen that the mode of operation of the system illustrated in thedrawings is in general the same as that of' the systems disclosed in myprior patent and pending application with the exception that the signalsnormally stand at danger and that only the signal at the entering end ofthe block is actuated when cars enter and leave the block. The novelfeatures of the system illustrated in the drawings relate to theconstruction and arrangement of the various parts and circuitconnections by which the signals are properlyl actuated under thevarious conditions met with in practice and to the construction andarrangement of the various parts of the signaling apparatus. These novelfeatures and their advantages will be readily understood by thoseskilled in the art from an inspection of the drawings taken inconnection with the following specific description thereof.

Referring to Figi l, A indicates the signaling apparatus at one end of atrack section or block and B a similar apparatus at the other end of theblock. The specific construction of these apparatus is clearly illus-Referring to these figures l indicates a signal which as shown is atarget provided with a vertical hub 2 mounted upon the lower end of arod 3 so as to rotate therewith. One face of this target is preferablypainted red, and when the signal is in the position of danger this faceof the target is presented to a car approaching the block. The safetyposition of the target is with its edge presented to an approaching carand in order to bring it into this position the rod 3 is turned througha quarter of a revolution. The rod 3 extends through a fixed bearing 4and is rigidly connected to or formed integral with the core 5 of anelectro-magnet 6 of the solenoid type. When the targets 1 of bothapparatus A and B are in their normal position at danger and a carenters the block the magnet G of the apparatus at the entering end ofthe block is energized as will be hereinafter described. The energizingof the magnet G draws up the core 5 and the rod 3, and during suchupward movement the rod and core are turned through a quarter of arevolution by the engagement of a fixed pin 7 projecting into a spiralgroove 8 formed in the core. The core and rod are prevented fromreturning to normal position so as to return the target 1 to a positionof danger by means of a locking lever 9, which is pressed against theenlarged upper portion of the rod 3, by means of a coiled spring 10, andwhich after the core and rod have been raised, swings beneath theshoulder at the lower end of the enlarged portion of the rod. After thesignal at the entering end of the block has been set at safety themagnet 6 is energized each time a car leaves the block by meanshereinafter described thereby producing an upward movement of the core 5and rod 3. This upward movement of the core is utilized in restoring thesignal to its normal position at danger. To this end a locking leveractuator provided with two upwardly extending arms 11 and 12 ispivotally mounted upon a collar 13 secured to or formed integral withthe rod 3 which collar by contacting with the bearing 4 limits thedownward inovementof the rod and core.

The locking lever 9 is provided with an arm 14 the free end of which isoffset to bring it into the path of movement of the arm 11. A guide 15is pivotally mounted upon the casing of the apparatus and is pressedagainst a fixed stop 1G by means of a leaf spring 17. The arm 12 of thelocking lever actuator is pro-v vided with an offset 18 at its freeupper end which during the upward movement of the core 5 and rod 3 insetting the signal at safety, passes inside of the guide 15, that is tothe left of the guide as viewed in Figs. 2 and 3, the arm 11 of thelocking lever actuator being held in a position in which it will notcontact with Vthe arm 14 of the locking lever by means of a spring 19which holds the locking lever actuator in the position indicated in Fig.4. During the upward movement of the core 5 and rod 3 the offset 1Spasses above. the upper end of the guide 15 which is pressed backwardlyby the engagement of the offset therewith and immediately returned intothe path of the offset so that during the downward movement of the coreand rod to locking position the offset 1S engages the outer surfaceofthe guide 15 and thereby swings the locking lever actuator against thetension of the spring 1t). During the subsequent upward movements of thecore 5 and rod 3 the offset 18 is engaged by guide 15 and bya controllerto be described and as the last car leaves the block the arm of thelocking lever actuator is brought into 'engagement with the arm 14 andmoves the locking lever out of the path of movement ol' the shoulder atthe lower end ofthe enlarged portion of the rod 3, During the downwardmovement of the core and rod to return the signal to its normal position.at danger the locking lever is held out of the path of movement of theshoulder at the lower end of the enlarged portion of the rod by means ofa spring pressed latch 20 which engages a projection 2l on the lever.When the signal has been restored to its position at danger the latch 2Ois actuated to release the locking L lever by means of a pin 22 on thecore which engages the end of the latch. The arm of the locking lever E)which engages the lower end of the enlarged portion of the rod 3 extendsupwardly from the pivot of the lever' and is provided at its upper endwith a notch as is clearly indicated in Figs. 2 and 3.

By this construction it will be seen that the core 5 is lifted somedistance beyond the position in which it is locked by the locking leverbefore the locking lever is moved, this upward movement of the corebeing suHicient to bring the offset 18 of the locking lever actuatorabove the upper end of the guide 1.5. In the system illustrated in thedrawing the circuit through which the magnet G is energized to set thesignal at safety is broken by the movement of the locking lever 9 intolocking position as will be hereinafter' described and the upwardmovement of the core beyond the position in which it is finally lockedin addition to bringing the offset 1S of the locking lever actuatorabove the upper end of the guide 15 also insures the proper actuation ofthe `locking lever.

As I have stated, after the signal at the entering end of the block hasbeen set at safety the magnet, (S of the apparatus at the entering endof the block is energized each time a car leaves the block, In order toprevent the actuation of the locking lever to release the core 5 untilthe last car leaves the block, a controller is provided which isactuated when cars enter and leave the block to prevent the actuation ofthe locking lever to release the core 5 until the last car leaves theblock. This controller comprises a ratchet wheel 23 provided with aflange 24 projecting from one face and extending partially around thecircumference of the ratchet wheel and also provided with a spring guide25, the free end of which projects across Aone end of the flange 24 intoclose proximity to the outer surface of the guide 15. The normalposition of the ratchet wheel 23 is that indicated in Fig. 2. During thesetting of thesignal at safety the offset 18 of the locking leveractuator presses back the free end of the spring guide 25 whichimmediately swings back into the path of'movement of the offset so thatafter the signal has been set at safety if the magnet 6 is energized,the ratchet wheel 23 being in its normal position indicated in Fig. 2,the offset 18, during the upward movement of the core 5, is engaged bythe guide 25 and the arm 11 of the locking lever actuator is caused toengage the arm 14 of the locking lever and move the locking lever out oflocking position. lf, however, the ratchet wheel 23 is not in normalposition, but has been advanced one or more steps, the offset 18 is notengaged'by the guide 25 but is engaged by the outer surface of theflange 24 and the locking lever actuator is moved so that the arm 11does not engage the arm 14. After the signal at the entering end of theblock is set at safety the ratchet wheel is advanced a step each time acar enters a block and is returned a step towards its normal positioneach time a car leaves the block.

The ratchet wheel is advanced by means of a spring pressed pawl 26mounted upon a lever 27 pivoted to the casing of the apparatus at,28 andpivotally connected intermediate `its ends to the lower end of a rod 29secured to or formed integral with the core of a solenoid magnet 30.AThe magnet 30 is energized each time a car enters the block as will behereinafter described. A fixed stop 31 located in the path of movementof the pawl 26 limits the movement of the pawl and by pressing the pawlagainst the teeth of the ratchet wheel prevents an overthrow of theratchet wheel. The ratchet wheel is acted upon by a spiral spring 33which tends to return the ratchet wheel to its normal position, a stepby step return movement being imparted to the ratchet wheel by means ofa pallet 34 provided with detents 35 and 36, The pallet 34 is made in asingle integral piece, the detents 35 and 36 being integral therewith.The detents are so arranged that one or the other is always in the pathof the teeth of the ratchet wheel. The pallet 34 is provided with studs37 and 38 located upon opposite sides of its pivot which after thesignal has been set at safety are alternately engaged during each upwardand downward movement of the core 5 by a cam plate 39 secured to thelower portion of the core 5 by means of a spring hinge connection. Thepallet 34 is thus actuated to allow the ratchet wheel lto return onestep towards its normal position each time a car leaves the block. When.the signal is set at safety the cam plate 39 is in engagement with thestud 38 as illustrated in Fig. 3, wherebythe detent 35 is yieldinglyheld in engagement with the teeth of the ratchet wheel 23 so that theratchet wheel can be advanced a step by the pawl 26 whenever a carenters the block.

When. both signals are in their normal position at danger and cars enterthe block simultaneously from opposite directions the magnets 30 of bothapparatus A and B are energized, but both signals are not set in aposition at safety as will be hereinafter described. lf at this time theratchet wheels 23 were advanced a step they would be held in theiradvanced position by the engagement of either the detent or the detent36 with a tooth of the ratchet wheel. ln order to prevent the ratchetwheels from being so moved, means are provided for holding the pawl 26out of engagement with the ratchet wheel until the signal is set atsafety. These means as illustrated consist of a guard plate 40 pivotallymounted upon the pivot of the ratchet wheel 23 provided with an armwhich, when the signal is in its normal position at danger is engaged bya projection 41 on the core 5, the construction being such that when thesignal is in this position the guard plate 40 covers the tooth whichwould other-v wise be engaged by the pawl 26 and thus holds said pawlwhen actuated out of contact therewith. When the signal is set at safetythe projection 41 is out of engagement with the arm on plate 40 and theplate is allowed to swing intoa position which allows the pawl 26 toengage the teeth of the ratchet wheel. The plate 40 is also providedwith an arm upon which is mounted an insulated contact plate 42 whichwhen the signal is set at safety is brought into contact with and restsagainst a fixed contact 43. The plate 40 is actuated to bring thecontact plate 42 into engagement with a spring mounted contact 44 eachtime the ratchet wheel 23 is moved forward a step, by the engagement ofthe pawl 26 with a tooth formed on the plate, which tooth is broughtinto the path of movement of the pawl when the plate 40 vis released bythe projection 41 on the core 5 during the setting of the signal atsafety. The arm of the plate 40 upon which the contact plate 42 ismounted is acted upon by a spring pressed lever 45 which tends to movethe plate in a direction to bring the contact plate 42 into engagementwith the contact 43. The lever 45 is in connection with a source ofcurrent and is in electrical connection with the Contact plate 42 andthe contacts 43 and 44 are in the circuits of signal lamps to behereinafter referred to. The lamp in circuit with the contact 44 is anauxiliary signal lamp for indicating an actuation of the ratchet wheel23 by the pawl 26, the

`circuit of the lamp being closed after the ratchet wheel has been movedforward a distance slightly greater than the distance between two teethby the contact of the plate 42 with the contact 44.

The controller may be constructed to allow any desired number of cars tobe upon the block at the same time, the controller illustrated in thedrawing being arranged to allow five cars to pass on to the block beforethe first car passes off of the block. In order to prevent an actuationof the controller after the fifth car has passed on to the block, theratchet wheel 23 is provided with a projection 46 which, after theratchet wheel has been advanced four steps is brought into the path ofmovement of the pawl 26 and prevents further movement of the ratchetwheel by the pawl and also holds the pawl out of engagement with thetooth on the plate 40.

ln the construction illustrated in Fig. 2 the plate 40 4is allowed toreturn to the position in which the conllO tact plate 42 is inengagement with the contact 43 alter the ratchet wheel 2S has beenadvanced tour steps, the movement ol the plate 40 being the same lor thel'ourth movement ot the ratchet wheel as lor the preceding movements.There is therefore nothing to indicate to an approaching' car that theblock is lull and such indication is not given until the car enters theblock. In such case the cal' entering the block dees not receive theauxiliary signal indicating an actuation of the controller and so cannotproceed. In Fig. 3 I have illustrated a construction by which alter theratchet wheel 23 has been advanced l'our steps the plate 40 is held in aposition with the Contact plate 42 in engagement with the contact 44 sothat the auxiliary signal is displayed continuously until a car passesoff the block and thereby indicates to an approaching car that the blockis lull. This construction comprises a pin 47 projecting' l'rom theratchet wheel 23 which is arranged to engage the plate 4() and hold itin a position in which the contact plate 42 is in engagement with thecontact 44 alter the ratchet wheel has been advanced four steps. It alsocomprises means lor holding the Contact 44 in engagement with thecontact plate 42 during a portion ol' the return movement ol the plate40. As illustrated in Fig. 3 the contact 44 is carried by a bent lever48 pivotally mounted upon a spring pressed lever 49. The bent lever 48isacted upon by a leal spring 5() which tends to hold the lever againstthe stop pin 5l on the lever' 49. A spring catch 52 is mounted upon thebent lever 48 and extends into the path of movement ot a pin 53projecting from the arm upon which the contact plate 42 is mounted, `thcspring catch being tree to move when engaged by the pin 53 during theforward movement ol' the arm carrying the plate 42 and being held l'rommovement during the return movement of the arm by a pin 54 carried by anarm projected trom the bent lever 48. The construction illustrated inFig. 3 and above described is such that during the forward movement olthe arln carrying the plate 42 the spring catch 52 is depressed by theengagement with the piu 53 therewith and the plate 42 is brought intoengagement with the contact 44 alter the ratchet wheel 23 has beenadvanced a distance. somewhat greater than the distance between twoteeth, and during the return movement ot' the arm carrying the contactplate 42, the bent lever' 48 is swung about its pivot by the engagementot the pin 53 with the latch 52, the contact 44 remaining in engagementwith the contact plate 42 until the arm carrying the contact plate hascompleted a portion el' its return movement. Alter the ratchet wheel 28has been advanced four steps the return movement ol the arm carrying thecontact plate 42 is stopped by the engagement therewith ol' the pin 47before the contact 44 is separated l'rom the contact plate 42, wherebythe auxiliary signal is continuously displayed until the ratchet wheel23 is moved backward a step by the passage of a car ott ot the block.

Alter the signal at the entering end ot the block has been set atsafety, it' a car entiers the block at the same instant that a carleaves the block both magnets t5 and 30 of the apparatus atthe enteringend of the block are energized. The ratchet wheel 23 will thus beadvanced a step and it will be evident without a further explanationthat the ratchet wheel must be immediately returned a step in order toallow the signal to bc restored to its normal position when the last carleaves the block. To accomplish this result a projection 55 is providedon the core 5 which during the upward movement el the core is raisedabove the upper end ol' a spring pressed lever 5G. The lever 5G is normally held out of the path ol movement ol' the lprojection 55 by theengagement with its lower end ol' an arm projecting l'rom the lever 27.When, however the magnets (i and 3() are energized simultaneously thelever 5G is released and allowed to swing under the projection 55 andthereby prevent downward movement ol the core 5 until alter the magnet'30 has been (le-energized and the pawl 2G completed a portion ol' itsreturn movement, when the lever is removed l'roin beneath the projection55 by the engagement thercwith el' the arm 27. The pawl 2G and thepallet Il-.t are thus actuated successively and the ratchet wheel 22% ismoved forward a step and then returned to its original position.

In order te prevent the signal being set at safety by manipulating thetarget l, the target instead ol being rigidly secured to the rod 3 isyieldingly mounted thereon so that lil'ting the target by hand will notraise the rod. Setting the signal at sal'ety by rotation ol the targetby hand is prevented by the engagen'ient ol' the pin 7 with the straightportion ol' the groove 8. .lhe manner in which the target is mountedupon the rod il is clearly illustrated in Fig. 5. Referring to thisligure. 57 indicates a rod ol less diameter than the rod extendingdownwardly therclrom and having secured at` its lower end a recessedblock 58. A coiled spring 5t) surrounds the rod 57 and is situated atits lower end in the recessed block and at its upper end bears against across-web 60 ol the tubular hub 2 oi the target. .lhe target is thusyieldingly supported upon the rod i. by means ol' the spring 59 and itwill be seen that any upward movement imparted to the disk ll. will.merely slide the disk upward on the rod until the hub ol' the targetcontacts the bearing 4 without raising the rod. The lower end ol thetubular hub 2 is closed by means ot' a cap so that access to theinterior ol the hub prevented.

The construction and arrangement; ol' the various contacts and circuitconnections and the operation ot the apparatus and of the system as awhole will be clearly understood lrom an inspection of Fig, l. terringto this ligure, (5I indicates a l'eed wire as l'or instance the trolleywire ol an electric street railway and 62 indicates a rail or otherreturn circuit. At each end ol the block a. circuit closer (S3 islocated in position to be actuated by cars entering and leaving theblock. Each circuit closer is arranged when actuated by a var enteringthe block to electrically connect the trolley wire with a contact 64 andwhen actuated by a car leaving the block to electrically connect thetrolle)4 wire with a Contact G5. It will be understood that any suitableterm oi circuit closer or circuit closers may be employed to connect thetrolley wire with the contacts 64 and G5 when cars enter and leave theblock. lhe lorm ol circuit closer which I prefer to use isdiselosed inmy prior patent 711,036, dated Oct. I4, 1902. Each contact 64 isconnected by me'ans el a wire GG to one terminal ol" a magnet 30, theother terminal ot which is llc- connected` by means of a wire 67 to thereturn 62. yAt each end of the block the trolley wire 61 is connected bymeans of a wire 68 to a contact 69, which when the core of magnet 30 isin its lowest position is engaged by a Contact plate 70 mounted upon theupper end of the core of magnet 30. The contact plate 70 is inelectrical connection with a wire 71 which leads to `one terminal of amagnet 7 2, the other terminal of which is connected by a wire 7 3 to acontact 74, The Contact 74, when the core of magnet 6 is in its lowestposition, is engaged by a contact plate 75 mounted upon the upper end ofthe core oi magnet 6. The contact plate 75 is in electrical connectionwith aline wire which extends from one apparatus to the other. In thearrangement shown in the drawing two of these line wires are provided,the line wire connected to the contact plate 75 of apparatus A beingindicated at 76, and the line wire in electrical connection with thecontact plate 75 of apparatus B being indicated at 77. The line wire 76is in electrical connection with a contact plate 78 on the armaturelever of the magnet 72 of apparatus B, and the line wire 77 is inelectrical connection with the corresponding Contact plate 78 of thearmature of the magnet 72 oi apparatus A. Each Contact plate 78 isnormally in engagement with a contact 79 which is connected by means ofa Wire 80 to the retracting spring 10 of the locking lever 9. Thelocking lever 9 is provided with a contact plate in electricalconnection with the spring 10 and which when the core of magnet 6 is inits lowest position is in engagement with a contact 82. The contact 82is connected by means of a wire 83 to a Contact plate 84 mounted uponthe rod 29 which is secured to the core oi magnet 30. Above the contactplate 84 and in position to be engaged thereby when the rod 29 is raisedis a contact 85 which is connected by a wire 86 to one terminal of themagnet 6, the other terminal oi the magnet being connected to the return62 by means oi a wire 87. Above the contact plate 78 of the armature ofmagnet 7 2, and in position to be engaged thereby when the magnet 72 isenergized is a contact 88 which is connected by means of a wire 89 tothe contact 65.

Y A contact 750 is arranged above the contact plate 75 and isconstructed to remain in engagement with the contact plate 75 during theupward and downward movements of the core of magnet 6 after the signalhas been set at safety and to be separated therefrom only when the coreof magnet 6 drops to restore the signal to its normal position atdanger. The contact 750 is connected by means of a wire 751 to oneterminal of the magnet 6.

By means of the contacts and connections above described, the signalsare actuated when cars enter and leave the block as follows: Bothsignals being in their normal position at danger, when a car enters theblock from the left, the circuit closer 63 at that end of the block isactuated to connect the trolley wire 61 to the contact 64. A current isthereby transmitted through the magnet 30 and the rod 29 is raisedbringing the contact plate 84 into engagement with the contact plate 85.A circuit is thus closed through the magnet 6 o the apparatus at theentering end of the block as iollows: Wire 68 of apparatus B, contact69, contact plate 70, wire 7l, magnet 72, wire 73, contact 74, contactplate 75, line wire 77, contact plate 78 of the armature of magnet 72 ofapparatus A, contact 79,v wire 8.0, spring 10, contact plate of lockinglever 9, contact S2, wire 83, contact plate 84, contact 85, wire 86,magnet 6, and wire 87. The core 5 of the magnet 6 of apparatus A is thusraised and the target 1 of apparatus A is set at safety and locked insuch position by the engagement of the locking lever 9 with the shoulderat the lower end of the enlarged portion of rod 3. As the locking lever9 swings into locking position, the contact plate thereof is separatedfrom the contact 82 and thereby this circuit through the magnet 6 isbroken, the magnet is de-energized and the core is allowed to drop untilstopped by the engagement therewith of the locking lever. The positionsof the various parts of the signal apparatus at this point Ain theoperation are as indicated in Fig. 3. In order to maintain the magnet 72of apparatus B energized, for a purpose to be presently explained, afterthe circuit through the magnet 6 is broken by the separation of thecontact plate on the locking lever 9 from the contact 82, a springcontact plate 90 in electrical connection with the wire 80 is providedwhich when the core of magnet 6 is in its lowest position is held out ofengagement with a contact 91 by means of a projection 92 of insulatingmaterial on the core of the magnet. The contact 91 is connected to awire 93 which leads to the return 62. By this construction during theupward movement ol the core of magnet 6 the spring contact plate 90 isallowed to engage the contact 91 and thereby a circuit including magnet72 of apparatus B is closed as will be apparent without furtherdescription.

The movement of the armature of magnet 72 of apparatus B brings thecontact plate 78 into engagement with the contact plate 88 therebydisconnecting the line wire 76 from the wire 80 of apparatus B andconnecting it to wire 89 which leads to contact 65. The purpose ofmaintaining the magnet 72 energized is to keep the line 76 connected tothe line 89 in order to furnish a circuit through which the magnet 6 ofthe apparatus at the entering end ot the block may be energized whencars leave the block. When the car which has entered the block from theleft leaves-the block, the circuit closer 63 at the leaving end of theblock is actuated to connect the trolley wire 61. to the wire 89 ofapparatus B. A circuit through the magnet 6 of apparatus A is therebyclosed as follows: Wire 89 of apparatus B, contact 88, contact plate 78,line wire 76, contact plate 75 of apparatus A, Contact 750 with whichthe contact plate 75 is in engagement when the signal of apparatus A isset at safety, wire 75l, magnet 6 and wire 87. li one or more cars enterthe block from the lel't before the irst car leaves the block, thecontroller will be actuated as hereinbefore described and the signal atthe entering end oi the block will be restored to its normal position atdanger only when the last car leaves the block.

The operation when cars going in the same direction enter and leave theblock simultaneously and when cars simultaneously enter the block fromopposite directions will be readily understood from the descriptionalready given of the construction and mode ot' operation of the signalapparatus.

lt will be noted that when ca rs enter the block from the left, the linewire 77 is utilized in setting the signal at the entering end of theblock and the line wire 76 is utilized in restoring the signal to normalcondiutilized as a safety signal.

tion. When ears enter theblock from the right the line wire 76 isutilized in setting the signal at the entering end et the block and thewire 77 is utilized in restoring the signal to its normal position aswill be apparent Yfrom an inspection of Fig. 1 without furtherdescription.

It will also be noted that by the use o two line wires in connectionwith the magnets 72 an improper actuation of the signals is prevented incase there is a ground on one oi the line wires. Thus, if there is aground on the line wire 77, for instance, the signal of apparatus A willnot be moved to its safety position when a car enters the block from theleit, and the system will be inoperative for cars going in onedirection. In such a case it is also desirable that the system berendered inoperative for cars going in the opposite direction, and inthe arrangement illustrated in Fig. 1 this is accomplished by theseparation of the Contact plate 78 from the contact 79, the magnet 72or' apparatus B being energized by current fiowing through line wire 77to the ground and the separation of the contact plate 78 from thecontact 79 breaking the circuit through which the signal of apparatus Bis set at safety by cars entering the block from the right.

In addition to the targets 1 the apparatus indicated in Fig. 1 are alsoprovided with electric lamps which may be utilized for night signalingin place of the targets 1. or as auxiliaries thereto. Each apparatus isalso provided with an auxiliary signal lamp for indicating an actuationoi the controller when a car enters the block and for also indicatingwhen the number of cars which thecontroller is constructed to allow uponthe block at one time are upon the block These lamps are indicated at94, 95 and 96. The lamp 94 is adapted to give a red light and isutilized as a danger signal. One terminal of this lamp is connected by awire 97 which includes a suitable resistance 98 to the return 62 and theother terminal is connected to a contact 99. Adjacent to the Contact 99is a Contact 100 which is connected by a wire 101 to the trolley wire61. A Contact plate 1.02 on the armature lever of magnet 72 is arrangedto bridge the contacts 100 and 99 when the magnet is energized andthereby close the circuit of the lamp. As will be apparent from thepreceding description the magnet 72 of the apparatus at the distant endoi the block is kept energized so long as the signal at the entering endof the block remains set at safety. The lamp 94 at the distant end ofthe block therefore remains lighted while'a car is on the block andserves as a danger signal in the place of or in addition to the target1.

rhe lamp 95 is adapted to give a green light and is One terminal oi thislamp is connected by means of wire 103 to the resistance 98 and theother terminal is connected by means of a wire 104 to the contact 43.The lamp 96 is adapted to give a white light and is utilized as anauxiliary signal to indicate an actuation of the controller. Oneterminal of this lamp is connected by means of a wire 105 totheresistance 98 and the other terminal is connected by means ofthe wire1.06 to the contact 44. The spring-actuated lever 45 is in electricalconnection with the contact plate 42 and is connected by means of a wire107 to the trolley wire 6l. As has been hereposition at danger thecontact 42 is held out of engagement with both contacts 43 and 44. Whenthe signal is set at safety the contact plate 42 is brought intoongagement with the contact 43 and thereby the circuit of the lamp 95 isclosed. block aiter the signal at the entering end oi the block is setat safety, the contact plate 42 is brought into engagement with theContact 44 and is then returned into engagement with the contact 43. Thecircuit of lamp 95 is thus momentarily broken and the circuit of lamp 96is momentarily closed. The lamp 96 is thus momentarily lighted toindicate that the controller has been actuated when a car enters theblock. When a fifth car enters the block before the first car has leftthe block the contact plate 42 remains in engagement with the Contact 44as has been hereinbefore described and the lamp 96 remains lighted untilthe controller has been moved backward a step by the passage ol a caroff of the block. The lamp 96 thus indicates to an approaching car thatthe block is full.

It is desirable that means be provided for preventing the setting of thesignal at the entering end ol' the block atlsafety when a car enters theblock in case the circuit through which curreut is transmitted when aear leaves the block to restore the signal is connected lo a source ofcurrent as by a cross on the line wire through which a current istransmitted when a car leaves the block.

As has been described, in the system illustrated in Fig. 1 the line wire76 is utilized in transmitting current to restore the signal when carspass through the block from left to right, and the line wire 77 isutilized to transmit the current to restore the signal at the enteringend of the block when cars pass through the block from right to left. Inthe system illustrated in Fig, 1 it will be seen that if the signal ofapparatus A is set at safety while the line 'wire 76 is connected to asource of current, a current will be transmitted through the magnet 6immediately upon the engagement of the contact plate with the Contact750 and thereby the core of the magnet will be held raised permanently.In the same manner the core of magnet 6 of apparatus B would be heldpermanently raised if the signal of apparatus B were set at safety whenthe line wire 77 was connected to a source of current. ln order toprevent the setting of the signals in such a case a Contact plate 108 isprovided above the Contact plate 70 in position to be engaged by thecontact plate 70 before the Contact plate 84 is brought into engagementwith the contact S5 and the contact plate 108 is connected by means of awire 109 to the wire 93, By this construction if the line wire 76 isconnected lo a source ot' current when a car enters the block from theleft, the plate 70 of apparatus A is brought into engagement with thecontact 108 and thereby a current is transmitted through the magnet 72of apparatus A which being thus energized draws up its armature andseparates the contacts 78 and 79 thereby breaking the circuit throughwhich the magnet 6 of apparatus A is energized to set the signal atsafety and preventing the setting of the signal. The circuit throughwhich the current is transmitted to wire 76 through the magnet 72consists of the contact plate 75, contact 74, wire 73, magnet 72, wire71, plate 70, Contact 108, and Wires 109 and 93. In the same manner acurrent is inbefore described when the signal is in its normaltransmitted through the magnet 72 of apparatus l Each time a car entersthe when a car enters the block from the right in case the line Wire 77is connected to a source of current as Will be obvious Without furtherdescription. lt is also desirable to prevent the setting of one signalWhen the line Wire through Which current is transmitted to set the othersignal is connected to a source of current by a cross on the wire as insuch case the setting of one signal at safety when a car enters theblock from one direction Will not prevent the other signal from beingset at safety When a car enters the block from the opposite direction.Thus if a cross exists on the Wire 77 which forms a portion of thecircuit through which the magnet 6 of apparatus A is energized to setthe signal of this apparatus the setting of the signal of apparatus B atsafety Will not prevent the energizing of magnet 6 of apparatus A When acar enters the bloclc from the left, a circuit through the magnet beingcompleted by the engagement of contact plate 84 of apparatus A Withcontact 85. The arrangement above described prevents the setting of onesignal when a cross exists on the line Wire through which current istransmitted` to set the other signal and I consider an arrangement foreffecting this result to constitute a feature of my invention Whether ornot the line Wires are also utilized to transmit current to restore thesignals.

The circuit connections illustrated in Fig. 7 are the same as those'illustrated in Fig. l. With the exception that a magnet 110 is includedin the Wire 89 between the contact and the Contact 88, this magnet beingarranged to act upon the armature of magnet 72 and move it in theopposite direction to that in Which it is moved under the iniiuence ofmagnet 7 2, and With the exception that the contact 91 instead of beingconnected directly to the Wire 93 is connected by means of a Wire 112 toa Contact spring 113 which is arranged to bear against a contact plate114 on the latch 20 which contact plate is in electrical connection withthe Wire 93. The arrangement of the contact plates 113 and 114 is suchthat they are only brought into engagement When latch 20 is held in itsdepressed position by the engagement therewith of the pin 22 the contactplates being out of engagement at all times except when the signal is inits normal position at danger. The armature is held in the position towhich it is moved by either magnet 110 or 72 by means of a spring 111vhich is arranged to swing over the pivotal center of the armature whenthe armature is swung from one position to the other. The provision ofthe magnet 1l() and of the contact plates'llS and 114 is for the purposeof preventing the signal at one end of the block from being set atsafety when a car enters that end of the block unless the signal at theother end of the block has been returned to its normal position atdanger by the passage of a car off of the block. That is, if, after acar has entered the opposite end of the block to that shown in Fig. 7,the signal of the apparatus at the opposite end of the block is returnedto its normal position at danger before the car passes out of the block,the entrance of a car onto the end of the block illustrated in Fig. 7will not operate to set thc signal of the apparatus at that end of theblock at safety. The manner in which this result is accomplished Will beapparent from an inspection of the drawing, from which it will be seenthat the contact plate 78 Will be held in engagement With the contact 88and out of engagement with the contact 79 until current is transmittedthrough the magnet 110, which occurs only when a car passes off of theblock. So long as the contact plate 7S remains in engagement withcontact 88 the circuit, through which magnet 6, indicated in Fig. 7, isenergized to set the signal7 is broken at the contacts 78 and 79 andtherefore if th e signal at the other end of the block is returned toits position at danger by any other means than by the passage of a caroff of the block, the entrance of a car on to the end of the blockillustrated in Fig. 7 Will not cause the magnet 6 of the apparatus atthat end of the block to be actuated to set the signal at safety.

It will be seen that in the signal system illustrated in the drawingsthe circuit through which current is transmitted to set the signal atone end of the block is broken Wh en the signal at the other end of theblock is set by the separation of the contacts 74 and 75. The signal ateither end of the block can therefore be set at safety only When thesignal at the other end of the block is in its normal position atdanger. lt will also be seen that the circuit by which the signal at oneend of the block is set at safety is broken, Whenever the magnet 30 ofthe apparatus at the other end of the block is energized, by theseparation of the contacts and 69. llre sinrultaneous entrance of carsupon the block from opposite directions will therefore fail to seteither signal. lf desired, the circuit closers 63 at the opposite endsof the block may be differently timed so that one circuit closer willremain closed longer than the other. By this means one of the signalsWill be set even if cars enter thc block' simultaneously from oppositedirections, the other signal, however, remaining in its normal positionatl danger and thrrs preventing the car which has entered the block atthat end from proceeding. The movement of the contact plates 78 from thecontacts 79 to the contacts 88 in addition to accomplishing theresultshereinbefore referred to also serve to produce a second break in thecircuits through which the signals are set at safety.

Ha ving thus described nry invention but witho ut linriting the variousfeatures thereof to the specilic constructions, arrangements and circuitconnections illustrated in the drawings and above described, I claim asnew and desire to secure by Letters Patent:

1. A railway block signal system, having, in combination, a magnet, anarmature therefor, a signal actuated by the armature, a locking devicefor preventing the return of the armature to normal position afterhaving been attracted to set the signal, means for actuating the lockingdevice upon a subsequent attraction of the armature to release thearmature, a latch arranged to hold the locking device out of engagementwith the armature after its release, and means for actuating the latchto release the locking device, substantially as described.

2. A railway block signal system, having, in combination, a magnet, anarmature therefor, a signal actuated by the armature` a locking leverfor preventing the return of the armature to normal position afterhaving been attracted to set the signal, means carried by the armaturefor actuating, the locking lever' upon a subsequent attraction of thearmature to release the armature, a latch arranged to hold the lockinglever out of engagement with the armature after its release, and meanscarried by the armature for actuating the latch to release the lockingrlever when the armature returns to normal position, substantially asdescribed.

3. A railway block signal system, having, in combination, a magnet, alongitudinally movable and rotatable armature therefor, a signalactuated by the armature, a

locking device for preventing the return of the armature to normalposition al'ter having been att acted to set; the signal, and anactuator ior the locking device mounted to rotate with the armature andto be moved to actnate the locking device to release the armature upon asubsequent attraction of the armature, substantially as described.

4. A railway block signal system, having, in combinaw tion, a signal,signal setting' and restoring means. a controller for preventing therestoration ot the signal until the last car leaves the block comprisinga ratchet wheel, means for advancing the ratchet wheel step by step, aspring tor' returning the ratchet wheel, an es apement pallet providedwith detents integral therewith, studs rigid with the pallet on oppositesides ot' its pivot, a yield ingly mounted cam plate and means forreciprocating the cam plate to engage said studs alternately.substantially as described.

A railway block signal system, having, in combinaV tion, a signal,signal setting and restoring means, a controller to prevent therestoration of the signal until the last car leaves the block, anauxiliary signal tor indicating an actuation of the controller when acar enters the block. means `for momentarily displaying said auxiliarysignal when a car enters the block, and lne-ans for continuouslydisplaying said auxiliary signal when a predeterlnined number ot carsare on the block, substantially as described.

G. A railway block signal system, having, in combination, a signal,signal setting and restoring means, a controller for said restoringmeans, means for actuating the controller to prevent the restoration o1the signal by said restoring means until the last car leaves the block,means for indicating an actuation of the controller when a car entersthe block. and means for indicating to a Car approaching the block thepresence of a predetermined number o1 cars on the block, substantiallyas described.

7. A railway block signal system, having, in combination, a signal,signal setting and restoring means, a controller for said restoringmeans, means for actuating the controller to prevent the restoration ofthe signal by said restoring means until the last car leaves the block,and means for indicating to a car .approaching the block the presence ofa predetermined number of cars on the block, substantially as described.

S. A railway block signal system, having, in combination, a signal,electrical apparatus actuated when cars enter and leave the block to setand restore the signal, means for closing a circuit through saidapparatus to set: the signal when a car enters the block, means forclosing a circuit through said apparatus to restore the signal when acar leaves the block, and means for preventing the setting ot the signalwhile the circuit which is closed by a car leaving the block isconnected to a source of current, substantially as described.

D. A railway block signal system, having, in combination, a signal ateach end of a track section or block, means for setting one signal atsafety when a car enters the block in one direction, means for restoringsaid signal when a car leaves the block, means for setting the othersignal at safety when a car enters the block in the other direction,means for restoring said signal when a car leaves the block, and meansfor preventing the setting o one signal at safety if the other signal isrestored by means other than a car leaving the block, substantially asdescribed` 10. A railway block signal system, having, in combination, asignal at each end ot a track section or block standing normally atdanger, signal setting and restoring means acting to set the signal atthe entering end of the block at safety when a car enters the block fromeither direction, and to restore the signal when a car leaves the block,and means for prevent-ing the setting ot one signal at safety while theother signal is at safety, substantially as described.

11. A railway block signal system, having, in combination, a signal ateach end et a track section or block standing normally at danger, alocking device tor each signal, and signal-setting and restoring meansacting to set the signal at the enteringl end of the block at safetywhen a ear enters the block from either direction, and to actuate thelocking device of said signal to release the signal when a car leavesthe block. described.

12. A railway block signal system, having. in combinaY tion, a signal ateach end ol` a track section or block standing normally at'. danger. alocking device l'or each signal, means tor setting the signal at theentering end ol' the block at safety when a car enters the block l'romeither direction, means tor actuating the locking device of the signalat the entering end oi' the block to release the signal when a carleaves the block, a controller and means 'l'or actuating the controllerto prevent t'he actuation ol said locking device until the last carleaves the block, substantially as described.

3. A railway block signal system, having, in combina tion. a signal ateach end di a track section or block standing normally at danger, anactuating' magnet l'or each signal, means for closing a circuit:including the magnet of the signal at the entering end ol the block whena car enters the block from either direction. and m'eans actuated by themovement ot the signal at' the entering end ol= the block to safety forbreaking the circuit ot the magnet ot the signal at the distant end ol'the block. substantially as described.

i4. A railway block signal system, having. in combina tion, a signal ateach end of a track section or block. a signal setting magnet ior eachsignal acting when energized to set the signal at satety, two linewires, means l'or closing a circuit including the signal setting magnetat the entering end oli the block and one ol the line wires when a carenters the block in either direction, said circuit including one linewire when cars enter the block in one direction and including the otherline wire when cars enter thel block in the opposite direction, a magnetin said circuit at the distant end ot the block. a source ol' currentconnected to said circuit at the distant end of the block. and meansactuated by said last; mentioned magnet when energized by a ground on aline wire for preventing a closure o'lf the circuit including the signalsetting magnet at the distant end of the block by a car entering thatend of the block.

l5. A railway block signal system, having. in combinaY tion, a signal ateach end ot a track section or blot-k standing normally at danger,mea-ns for s tting the signal at the entering end of the block at safetywhen a car enters the block lfrom either direction, means for restoringthe signal when a car leaves the block, a controller [or said restoringmeans, and means 'for actuating the row troller to prevent'. therestoration oi' the signal until the last car leaves the block,substantially as described,

1G. A railway block signal system, having. in combinaA tion, a signal ateach end oi a track section or block standing normally at danger, anactuating magnet; tor each s nal, means ior closing a circuit includingthtl magnet: the signal at the entering end o1' the block when a carenters the block from either direction. means iucluding the actua tingmagnet of the signal at the entering end of the block for restoring saidsignal, and means lor closing a circuit: including said magnet when acar leaves the block, substantially as described.

1T. A railway block signal system, having, in combina tion, a signal ateach end of a track section or block standing normally at danger, anactuating magnet |"or each signal, means for closing a circuit'including the magnet: ot the signal at the entering end ol the blockwhen a car enters the block from either direction. means including theactuating magnet of the signal at the entering end oi' the block torrestoring said signal. means lor closing a circuit including saidmagnet: when a car leaves the block, a controller for said re. 'oringmeans acting to prevent the restoration ot the signal until the last arleaves the block, means ior actuating ,aid controller when cars enterthe block, and means including said actuating magnet tor actuating thecontroller when cars leave the block, substantially as described.

1S. A railway block signal system, having. in combina` tion, a signal ateach end o1' a track section or block. electrical apparatus at each endot the block tor actuating said signals, two line wires, means torclosing a circuit including one ot the line wires through the apparatus`al one end ot the block to set a signal when a car enters the iii El (llil() lll) block from one direction, means for closing a circuitincluding the otherk line Wire through the apparatus at the other end ofthe block to set a signal when a car enters the block from the oppositedirection, and means forpreventing the setting of one signal While theWire through which current is transmitted to set the other signal isconnected to a source of current, substantially as described.

19. A railway block signal system, having, in combination, a signal ateach end of a track section 0r block, electrical apparatus at each endof the block for actuating said signals, two line Wires, means forclosing a circuit including one of the line Wires through one apparatusto set a signal when a car enters the block from one direction, meansfor closing a circuit including the other line WINTHROP M. CHAPMAN.

Witnesses FRED O. FISH, ALFRED H. HILDRETH.

